JP2005263075A - Device and method optimal for roll control - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent increase of a roll caused in a vehicle body due to no detection of an accurate actual lateral acceleration and improve control performance in the roll control of the vehicle. <P>SOLUTION: The device is equipped with a plurality of detection means 21, 22 detecting the lateral acceleration of the vehicle body at a plurality of arbitrary places of the vehicle body, and a calculation means Cu separating and calculating the actual lateral acceleration GL acting on the vehicle body by centrifugal force and a roll angular acceleration ϕ from the detection result of the plurality of detection means 21, 22. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an apparatus and a method for improving control performance in roll control of a vehicle.

In this type of vehicle roll control device, the vehicle body is equipped with a lateral acceleration sensor, vehicle speed sensor, and steering angle sensor, and the lateral acceleration output from this sensor is weighted and corrected to suppress rolls. (For example, refer to Patent Documents 1 and 2).
JP 9-123729 A (from page 5, right column, line 14 to page 5, right column, line 38, FIG. 3) JP-A-11-263113 (from page 6, right column, line 18 to page 8, left column, line 40, FIG. 2)

  However, the conventional apparatus has the following problems.

  That is, in the conventional apparatus, the detected lateral acceleration is weighted or corrected, but in order to accurately detect the lateral acceleration (actual lateral acceleration) acting on the vehicle body by centrifugal force. In this case, the lateral acceleration sensor must be mounted on the roll center of the vehicle body, but the roll center may be located below the vehicle body, and the position of the roll center changes depending on the roll angle of the vehicle body. It is difficult to attach a lateral acceleration sensor to the roll center. For this reason, when the steered wheels are steered, the detection value output from the lateral acceleration sensor includes a mixture of an actual lateral acceleration component generated in the vehicle body and a roll angular acceleration component caused by the roll generated in the vehicle body.

  When the control is performed using only the detection value output from the lateral acceleration sensor, the actual acceleration direction of the vehicle body and the lateral acceleration sensor are output when the vehicle yaws due to a disturbance such as receiving a lateral wind when going straight ahead. Since the direction of the detected value is opposite to the structure of the lateral acceleration sensor, a situation in which the roll is increased is caused. Even when the steered wheels are switched and steered, a time delay occurs in the roll movement with respect to the actual lateral acceleration, and therefore the actual lateral acceleration direction of the vehicle body and the rolling direction of the vehicle body may differ as described above. is there.

  Further, when the roll is lengthened, the driver may feel uncomfortable and at the same time, the posture of the vehicle body may become unstable.

  Therefore, the present invention was devised to improve the above-described problems, and the purpose of the present invention is to prevent an increase in roll generated in the vehicle body due to the inability to detect an accurate actual lateral acceleration, Another object is to improve control performance in vehicle roll control.

  In order to achieve the above-described object, the device of the present invention acts on the vehicle body by centrifugal force based on a plurality of detection means for detecting the lateral acceleration of the vehicle body at any plurality of locations of the vehicle body and the detection results of the plurality of detection means. And a calculation means for separating and calculating the actual lateral acceleration and the roll angular acceleration.

  The apparatus of the present invention also includes a plurality of detection means for detecting lateral acceleration of the vehicle body at any plurality of locations having different distances from at least a roll center of the vehicle body, and a centrifugal force applied to the vehicle body from the detection results of the plurality of detection means. And a calculation means for separating and calculating the actual lateral acceleration acting on the roll and the roll angular acceleration.

  Furthermore, the method of the present invention includes a step of detecting a lateral acceleration of the vehicle body at arbitrary multiple locations of the vehicle body, an actual lateral acceleration acting on the vehicle body by centrifugal force from the lateral acceleration of the multiple locations, and a roll angular acceleration. And calculating the actual lateral acceleration and roll angular acceleration of the vehicle body.

  Then, the method of the present invention acts on the vehicle body by centrifugal force from the step of detecting the lateral acceleration of the vehicle body at any plurality of locations having different distances from the roll center in the vehicle body and the lateral acceleration of the plurality of locations. The method includes a calculation step of separately calculating the actual lateral acceleration and the roll angular acceleration, and calculating the actual lateral acceleration and the roll angular acceleration of the vehicle body.

  According to the apparatus and method of the present invention, it is possible to separate lateral acceleration acting on the vehicle body by centrifugal force from the detected lateral acceleration (hereinafter referred to as “actual lateral acceleration”) from roll angular acceleration. Therefore, in roll control, it is possible to control based on the actual lateral acceleration.

  In other words, unlike conventional devices, it is possible to control based on actual lateral acceleration. For example, when the vehicle yaws due to disturbance such as receiving a lateral wind when going straight, or when the steering wheel is switched and steered However, since the roll movement is delayed with respect to the actual lateral acceleration, the vehicle body rolling direction and the lateral acceleration sensor are used when the vehicle body actual lateral acceleration direction and the vehicle body rolling direction are different as described above. Even when the direction of the lateral acceleration detected by each is reversed, appropriate control is possible and control for increasing the roll is not performed. That is, in such a case, in the conventional apparatus, the roll angular acceleration and the detected lateral acceleration are opposite to each other, that is, the detected lateral acceleration is smaller than the actual lateral acceleration or in the extreme case, the direction is Since the direction is reversed, there is a case where the control to increase the roll may be performed, but in the apparatus and method of the present embodiment, it is possible to control based on the actual lateral acceleration. As a result, appropriate control can be performed and control for increasing the roll length is not performed. That is, the control performance in the roll control can be improved, and the riding comfort in the vehicle can be improved.

  Therefore, since the control for increasing the roll is not performed, the adverse effect of giving the driver a sense of incongruity is prevented, and the posture of the vehicle body is not made unstable.

  In addition, since the lateral acceleration of the vehicle body is detected at any multiple points at different distances from the roll center of the vehicle body, it is possible to prevent the lateral acceleration actually acting on the vehicle body from being unable to be separately calculated. Can do.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram illustrating a stabilizer control device in which a device according to an embodiment is embodied. FIG. 2 is a control block diagram of the apparatus according to the embodiment. FIG. 3 is a layout diagram of detection means in the apparatus according to the embodiment. FIG. 4 is a diagram illustrating a calculation unit in the apparatus according to the embodiment. FIG. 5 is a diagram illustrating a mounting position of the lateral acceleration sensor. FIG. 6 is a diagram illustrating a mounting position of the lateral acceleration sensor. FIG. 7 is a diagram illustrating a mounting position of the lateral acceleration sensor.

  The apparatus in one embodiment is embodied in the roll control device R, and the present invention will be described below based on the roll control device R.

  As shown in FIG. 1, the roll control device R includes a stabilizer device S and a control device 19 that controls the stabilizer device S. In the case of the stabilizer device S, the front-wheel and rear-wheel actuators 2f and 2r are configured as so-called hydraulic-driven rotary actuators. Specifically, there are two housings and two actuators in the housing. A rotor that separates the pressure chambers is provided, and ports 10f, 10r, 11f, and 11r are formed in order to supply hydraulic oil into the pressure chambers.

  The front wheel stabilizer 1f is constructed by dividing the torsion bar portion into two at the center, and one of the divided portions is on the housing side of the hydraulic rotary actuator on the front wheel side, and the other is on the rotor side. It is fixed and configured. Similarly, the stabilizer 1r for the rear wheel is also divided into two at the center of the torsion bar portion, and one of the divided portions is on the housing side of the rotary actuator on the rear wheel side, and the other is on the rotor side. It is comprised by combining with.

  Thus, the actuator 2f on the front wheel side acts as an actuator for varying the torsional force for the front wheel stabilizers 1r, 1f, and the rear wheel side actuator 2r is an actuator for varying the torsional force for the stabilizer for the rear wheel. As each.

  As can be seen from FIG. 1, the ports 10f, 10r, 11f, and 11r of the actuators 2f and 2r are connected to a hydraulic pump 14 and a reservoir 15 through a hydraulic circuit 13 including pipes 12a, 12b, 12c, 12d, 12e, and 12f. And a hydraulic pressure source 16 composed of

  In the middle of the hydraulic circuit 13, the pressure control valve 17 and the hydraulic pressure source 16 are held in an unloaded state at the normal position, and the pipes 12a and 12b toward the ports 10f, 10r, 11f, and 11r of the actuators 2f and 2r are blocked. Fail-safe valves 18 that keep the state are arranged in series.

  In the above, the fail-safe valve 18 is an electromagnetic valve configured at a 4-port 2-position that has been widely used in various hydraulic circuits in the past, and includes a pipeline 12a, a pipeline 12c, a pipeline 12b, and a pipeline 12d. And a disconnecting position for disconnecting the communication between the hydraulic source 16 and each of the actuators 2f and 2r by connecting the conduit 12c and the conduit 12d. It is set to take a blocking position.

  The pressure control valve 17 includes a supply port P connected to a pipe line 12e communicating with the hydraulic pump side, a discharge port T connected to a pipe line 12f communicating with the reservoir side, and the actuators 2f and 2r side. Control ports A and B are connected to each other via pipes 12c and 12d, and a pilot passage (not shown) for guiding the hydraulic pressure of the control port A as a pilot pressure and an urging spring (not shown) are connected to one end side. ) And a solenoid (not shown), and a pilot passage (not shown) for guiding the hydraulic pressure of the control port B as a pilot pressure, a biasing spring (not shown), and a solenoid (not shown) are provided on the other end side. This is an electromagnetic pressure / pressure control valve.

  In the pressure control valve 17, when the solenoid is not energized, the urging spring brings the valve to a neutral position, and the pressure oil is unloaded. On the other hand, for example, when a current is applied to the left solenoid in FIG. 1, a pressure corresponding to the amount of solenoid current is generated in the conduit 12c. Conversely, when a current is applied to the right solenoid in FIG. A pressure commensurate with the amount of current is generated, that is, the pressure is controlled by the amount of current applied to each solenoid.

  As shown in FIG. 1, the control device 19 for controlling and operating the pressure control valve 17 and the fail safe valve 18 includes a controller 20 and lateral acceleration sensors 21 and 22 as detection means for detecting lateral acceleration acting on the vehicle body. The steering angle sensor 23 detects the steering angle. The controller 20 is connected to each of the sensors 21, 22, and 23, and its output end is connected to the solenoid of the pressure control valve 17 and the solenoid of the fail-safe valve 18, and the lateral acceleration output from each lateral acceleration sensor 21, 22 is connected. The acceleration signal and the steering angle signal output from the steering angle sensor 23 are processed, and a current is applied to each solenoid to switch and control the pressure control valve 17 and the fail safe valve 18.

  In addition, the controller 20 is not specifically illustrated as hardware, but based on the voltage signals output from the lateral acceleration sensors 21 and 22 and the steering angle sensor 23, the controller 20 applies a predetermined torsional force of the stabilizers 1f and 1r. In order to adjust, the pressure applied to one of the pressure chambers of the actuators 2f and 2r is calculated, and the necessary current is output to the solenoids of the pressure control valve 17 and the fail safe valve 18 in order to load the pressure into the pressure chamber. Specifically, for example, A / D converters 31, 32, and 33 that convert analog voltage signals output from the sensors 21, 22, and 23 into digital signals, and low and high frequencies. A band-pass filter that cuts components, a storage device such as a CPU, RAM, or ROM that is an arithmetic device, a crystal oscillator, and a bus slat that connects these A D / A converter 46 that converts a digital signal output from the CPU into an analog signal, and a drive circuit 47 that drives the pressure control valve 17 and the fail-safe valve 18. A plurality of control gain calculation maps, pressure calculation processing procedures, and control signal output procedures used for pressure calculation may be a well-known system stored in advance in a storage device such as a ROM as a program.

  The pressure calculation procedure is stored as a program that realizes the control block diagram shown in FIG. 2. Specifically, the lateral acceleration output from the lateral acceleration sensor 22 from the lateral acceleration GLa output from the lateral acceleration sensor 21 is stored. The multiplication unit 34 that multiplies the value obtained by subtracting GLb by the coefficient K1, the multiplication unit 35 that multiplies the lateral acceleration GLa by the coefficient K2, the multiplication unit 36 that multiplies the lateral acceleration GLb by the coefficient K3, and the multiplication unit 35. The actual lateral acceleration GL and the roll angular acceleration that actually act on the vehicle body constituted by the addition unit 37 that adds the value and the value output from the multiplication unit 36, and the integration unit 40 that integrates the value output from the multiplication unit 34 a calculation step by the calculation means Cu for calculating the roll angular velocity φ from the roll angular acceleration φ, and a multiplication for multiplying the value output from the integration unit 40 by the gain K5. 41, a differentiation unit 42 for differentiating the steering angle output from the steering angle sensor 23, a multiplication unit 43 for multiplying the value output by the differentiation unit 42 by a gain K4, and a value output from the addition unit 37 and the multiplication unit 41. Is added to the value output from the multiplication unit 43 and the addition unit 44, and the pressure calculation step is composed of a multiplication unit 45 that multiplies the value output from the addition unit 44 by the gain K6. Yes.

  The value output from the multiplication unit 45 is the pressure to be finally applied to one of the actuators 2f and 2r, and the calculated pressure is supplied to the D / A converter 46 as a control signal. The pressure control valve 17 and the fail safe valve 18 are controlled by the drive circuit 47 to adjust the torsional force of the stabilizers 1f and 1r, and the torsion of the stabilizers 1f and 1r is adjusted. The roll in the vehicle is controlled by adjusting the force.

  The gain K4 is mapped so as to change with respect to the output result of the integrating unit 40, and the other gains K5 and K6 also change with respect to the output results of the differentiating unit 42 and the adding unit 44, respectively. As described above, it is pre-stored in a storage device such as a ROM. These gains K4, K5, and K6 are optimal for the characteristics of the vehicle on which the roll control device is mounted. Is set to be

  Further, the drive circuit 47 drives the pressure control valve 17 and the fail safe valve 18 based on the output of the multiplication unit 45 so that the life of the pressure supply to the actuators 2f and 2r can be adjusted and the supply pressure can be adjusted. It has become. Note that the calculated pressure has a positive or negative sign, and which of the pressure chambers of the actuators 2f and 2r is to be increased is determined by the sign.

  Here, as shown in FIG. 3, the lateral acceleration sensors 21 and 22 are installed at two arbitrary locations on the vehicle body 100 having different distances from the roll center C of the vehicle body 100. Lateral acceleration can be detected. In the case of the present embodiment, the lateral acceleration sensor 21 is installed so as to be positioned above the lateral acceleration sensor 22 in FIG. 3, and both the sensors 21 and 22 are planes or substantially divided to divide the vehicle body 100 forward and backward. It is installed so as to be in a plane.

  When the vehicle body 100 rolls while the actual lateral acceleration GL is acting on the vehicle body 100, the lateral acceleration sensors 21 and 22 detect the lateral accelerations GLa and GLb at the locations where they are installed. This is a detection step in the method. However, since the lateral acceleration GLa, GLb includes a component due to the actual lateral acceleration GL and a component due to the roll angular acceleration φ acting around the roll center C due to rolling, the lateral acceleration GLa, GLb will be described below. A calculation method for separating the actual lateral acceleration GL and the roll angular acceleration φ will be described. The roll center C is a roll shaft.

The distance from the roll center C to the lateral acceleration sensor 21, that is, the length of the perpendicular line hanging from the position where the lateral acceleration sensor 21 is provided to the roll center C is drawn vertically from the roll center C to the upper side in FIG. The angle between the imaginary line V and the perpendicular line is θa, and the distance from the roll center C to the lateral acceleration sensor 22, that is, the length of the perpendicular line drooping to the roll center C from the position where the lateral acceleration sensor 22 is provided. Lb, the angle at which the virtual line V intersects the perpendicular line is θb, the case where the actual lateral acceleration GL is rightward in FIG. 3 is positive, and the case where the roll angular acceleration φ is clockwise in FIG. φ = (GLb−GLa) ÷ (La × cos θa−Lb × cos θb), and GL = [Lb × cos θb ÷ (La × cos θa−Lb × cos θb)] × GLa + La × cosθa ÷ (La × cosθa-Lb × cosθb)] × GLb
It becomes.

  The coefficients K1, K2, and K3 in the calculation means Cu are as follows: K1 = 1 / (La * cos [theta] a-Lb * cos [theta] b), K2 = La * cos [theta] a / (La * cos [theta] a-Lb * cos [theta] b), K3 = Lb × cos θb ÷ (La × cos θa−Lb × cos θb)

  That is, as shown in FIG. 4, the lateral accelerations GLa and GLb detected by the two lateral acceleration sensors 21 and 22 can be separately calculated into the actual lateral acceleration GL and the roll angular acceleration φ by the calculation means Cu.

  Here, since the roll center C is an intersection of straight lines connecting the instantaneous rotation centers of the left and right suspension links and the ground contact points of the wheels, generally, when the roll angle changes, the instantaneous rotation centers of the left and right suspension links move. Therefore, the roll center C moves in the vertical and horizontal directions compared to when the roll center C is not rolling.

  Accordingly, the distance from the roll center C to the two lateral acceleration sensors 21 and 22, that is, the length La and the length Lb, change as the roll angle changes. However, as described above, the installation location of the lateral acceleration sensor 21 is above the installation location of the lateral acceleration sensor 22, and a difference is provided in advance between the length La and the length Lb. Therefore, the separation calculation of the actual lateral acceleration GL and the roll angular acceleration φ is not disabled.

  Here, as described above, the lateral accelerations GLa and GLb detected by the lateral acceleration sensors 21 and 22 include the lateral acceleration depending on the actual lateral acceleration GL and the roll angular acceleration φ, but depend on the roll angular acceleration φ. The lateral acceleration increases as the difference between the length La and the length Lb increases. Accordingly, when the difference between the length La and the length Lb is large to some extent, the influence of the movement on the roll center C, that is, the length La and the length Lb change, and an accurate actual lateral acceleration GL cannot be obtained. Can prevent harmful effects.

  In practical control, in order to prevent the above-described adverse effects, the installation location of the lateral acceleration sensor 21 is preferably set 250 mm or more above the installation location of the lateral acceleration sensor 22. That is, when there is a difference in the vertical direction of 250 mm or more, in the case of a normal passenger car, the error between the calculated actual lateral acceleration GL and the true lateral acceleration can be sufficiently reduced. If roll control is performed based on GL, control with no practical problem can be performed.

  In addition, since the vehicle body 100 has a certain length in the longitudinal direction, the true lateral acceleration that occurs when the vehicle turns makes a time difference between the longitudinal direction of the vehicle body 100 and the lateral acceleration sensor 21 as in the present embodiment. , 22 are preferably installed so as to be positioned in a plane that divides the vehicle body 100 in the front-rear direction or a substantially plane.

  Specifically, as shown in FIGS. 5 to 7, the mounting positions of the lateral acceleration sensors 21 and 22 are the bulkhead 101 that divides the engine room 110 and the vehicle interior 111 in the vehicle, or at least one of the lateral acceleration sensors 21 and 22. The acceleration sensor may be a frame 104 that connects the left and right A-pillars 102 and 103 in the vehicle, or between the front grill 105 and the radiator 106 in the vehicle.

  When the lateral acceleration sensors 21 and 22 are attached to the bulkhead 101, the bulkhead 101 is in a substantially plane that divides the vehicle forward and backward, and further, a difference between the length La and the length Lb can be secured. When one lateral acceleration sensor is attached to the frame 104, the frame 104 is at the highest position in the vehicle, so that the difference between the length La and the length Lb can be easily increased. Further, the front grill 105 and the radiator Even when installed between the front grille 105 and the radiator 106, the space between the front grill 105 and the radiator 106 is in a substantially plane that divides the vehicle into the front and the rear, and further, the difference between the length La and the length Lb is ensured. Can do. Therefore, in these cases, the actual lateral acceleration GL can be calculated substantially accurately.

  As described above, in the above apparatus and method, the actual lateral acceleration GL can be separated from the roll angular acceleration φ. Therefore, it is possible to control the roll based on the actual lateral acceleration GL. That is, unlike the conventional device, it is possible to control based on the actual lateral acceleration GL. For example, when the vehicle yaws due to a disturbance such as receiving a lateral wind when going straight, or when the steering wheel is switched and steered In addition, since a time delay occurs in the roll movement with respect to the actual lateral acceleration GL, the vehicle body 100 rolls when the direction of the vehicle body actual lateral acceleration GL differs from the roll direction of the vehicle body 100 as described above. Even if the direction and the direction of the lateral accelerations GLa and GLb detected by the lateral acceleration sensors 21 and 22 are reversed, appropriate control is possible and control that increases the roll is not performed. . That is, in such a case, in the case of the conventional device, the detected lateral acceleration is opposite to the roll angular acceleration φ, that is, when the detected lateral acceleration is smaller or extreme than the actual lateral acceleration GL. Since the direction is reversed, control to increase the roll may be performed, but in the apparatus and method according to the present embodiment, it is possible to control based on the actual lateral acceleration GL. Therefore, appropriate control is possible, and control to increase the roll is not performed. That is, the control performance in the roll control can be improved, and the riding comfort in the vehicle can be improved.

  Therefore, since the control for increasing the roll is not performed, the adverse effect of giving the driver a sense of incongruity is prevented, and the posture of the vehicle body is not made unstable.

  Further, when the roll angular acceleration φ is also taken in and controlled, the roll direction and the roll moment can be grasped, and therefore, more optimal control for the vehicle becomes possible.

  In the above description, the lateral acceleration sensors 21 and 22 are installed in a substantially plane that divides the vehicle body 100 in the front-rear direction and at a distance in the vertical direction. If it is possible to detect two or more lateral accelerations at arbitrary positions, the actual lateral acceleration GL can be separated. However, depending on the position of the roll center C, it may not be possible to perform a separation operation. Preferably, even if the roll center C changes, the distance from the changed roll center C may be different. Since it is possible to extract the actual lateral acceleration GL that could not be extracted by the conventional apparatus and method, it is needless to say that precise roll control is possible as compared with the conventional apparatus. In addition, as described above, the lateral acceleration sensors 21 and 22 are used to detect the lateral acceleration at two locations of the vehicle body 100, but two or more lateral accelerations may be detected. Further, in the present embodiment, since the actual lateral acceleration GL is basically required for the control, the lateral acceleration of the vehicle body 100 is detected, but the lateral velocity of the vehicle body 100 is also detected. Good.

  Further, the change due to the roll angle of the roll center C is stored in advance in the storage device of the controller 20, and each time the correction calculation of the coefficients K1, K2, and K3 is performed, an accurate actual lateral acceleration is obtained. GL may be subjected to a separation operation.

  Next, the operation of the vehicle roll control device R according to the present invention configured as described above will be described.

  First, in FIG. 1, for example, when the vehicle is traveling straight and there are no detection signals from the lateral acceleration sensors 21 and 22 and the steering angle sensor 23, the controller 20 applies current to each solenoid of the pressure control valve 17. First, a current is supplied to the solenoid of the fail safe valve 18 so that the fail safe valve 18 maintains the communication position. The solenoid of the fail-safe valve 18 is constantly applied while the vehicle is traveling, and the fail-safe valve 18 is constantly maintained in the communication position while the vehicle is traveling.

  Thereby, the pressure control valve 17 is maintained in the valve neutral state, the pressure oil supplied to the actuators 2f and 2r is unloaded, and the fail-safe valve 18 turns the actuators 2f and 2r of the stabilizers 1f and 1r on. The communication state is maintained. Therefore, these actuators 2f and 2r can move freely, and the stabilizers 1f and 1r are in a free state, thereby improving the riding comfort in the vehicle.

  Specific processing of the control device 19 in the above case is as follows. First, since the lateral acceleration and the steering angle are zero, each sensor 21, 22, 23 outputs a voltage signal indicating that the lateral acceleration and the steering angle are zero. Accordingly, since all zeros are input to the multiplying unit 34, the multiplying unit 35, the multiplying unit 36, and the differentiating unit 42, a signal that is zero is also output to the drive circuit 47 as a result. The drive circuit 47 is set so that when the signal is zero in advance, the solenoid of the pressure control valve 17 is not applied but the solenoid of the fail-safe valve 18 is applied to take the communication position, and the actuator 2f, Since 2r freely moves and the stabilizers 1f and 1r become free, the riding comfort in the vehicle is improved.

  On the other hand, when the vehicle occupant operates the operation wheel to turn the vehicle, a lateral acceleration is generated in the vehicle body 100, and the lateral acceleration sensors 21 and 22 of the control device 19 detect the magnitude of the lateral acceleration and detect it. A corresponding voltage signal is input to the controller 20.

  The steering angle sensor 23 detects the operation amount of the steering wheel and inputs a voltage signal corresponding to the detected operation amount to the controller 20.

  The voltage signals output from the lateral acceleration sensors 21 and 22 are separated into the actual lateral acceleration GL and the roll angular acceleration φ by the calculation means Cu, and the actual lateral acceleration GL is input to the adder 44 as it is, The roll angular acceleration φ is input to the integration unit 40 and converted into the roll angular velocity ω, and further multiplied by a predetermined gain K5 by the multiplication unit 41 and input to the adder 44.

  The voltage signal output from the steering angle sensor 23 is input to the differentiating unit 42, converted into the steering angular velocity, and further multiplied by the gain K4 by the multiplying unit 43 and input to the adding unit 44.

  The signal output from the adder 44 is further input to the drive circuit 47 via the D / A converter 46 as a control signal multiplied by a predetermined gain K6 by the multiplier 45. As described above, the value calculated by the multiplication unit 45 is a pressure to be applied to one pressure chamber of each actuator 2f, 2r, and the drive circuit 47 uses one pressure of each actuator 2f, 2r. A current is supplied to one solenoid of the pressure control valve 17 so that the pressure applied to the chamber becomes the calculated pressure. Note that, as described above, the fail-safe valve 18 takes the communication position in a state where a solenoid is applied.

  The pressure control valve 17 is applied with a current that realizes the calculated pressure to the solenoid, and accordingly, the control operation is performed as described above, and the calculated pressure is applied to the actuators in the stabilizers 1f and 1r. 2f and 2r are provided to one of the ports 10f, 10r, 11f, and 11r.

  As a result, the actuators 2f and 2r basically apply a roll moment in the opposite direction against the actual lateral acceleration GL acting on the vehicle body 100 by the centrifugal force through the stabilizers 1f and 1r. By increasing the torsional force of the stabilizers 1f and 1r, the roll generated in the vehicle body 100 is effectively suppressed.

  Hereinafter, the control in the control device 19 will be described in detail. The actual lateral acceleration GL as the pressure fluctuation element calculated as described above acts to roll the vehicle body 100 by turning the vehicle. Since the rolls can be suppressed by generating a moment in the actuators 2f, 2r in the direction to increase the torsional force of the stabilizers 1f, 1r, the roll angular velocity ω is mainly taken into account for the roll suppression. The reason why the pressure is varied is to attenuate the roll by this, and by generating a moment in the direction of decreasing the roll speed in each actuator 2f, 2r, the stabilizer device S as a damper to the roll. The steering angular velocity is taken into account. When the steering angular velocity is relatively fast, the generation of the actual lateral acceleration GL for steering is delayed and the initial roll is generated. However, by taking the steering angular velocity into consideration, the stabilizer 1f, This is because the torsional force of 1r can be increased and the initial roll can be prevented.

  The actual lateral acceleration GL assumes a positive value in the right direction in FIG. 3, and the roll angular velocity ω and the steering angular velocity are positive when the vehicle body 100 is rolled in the clockwise direction in FIG. Specifically, for example, when the vehicle is turning in one direction, the steering angular velocity is steered so as to roll the vehicle body 100 clockwise in FIG. When the acceleration GL is applied and the vehicle body 100 rolls at a clockwise roll angular velocity ω, the signs of all the variable elements are positive, and thus all are added by the adding unit 44. Therefore, the combined control of roll suppression based on the actual lateral acceleration GL, initial roll suppression based on the steering angular velocity, and reduction (roll damping) of the roll angular velocity ω based on the roll angular velocity ω is performed. Fine roll control that could not be achieved with the apparatus can be performed.

  On the other hand, in FIG. 3, the actual lateral acceleration GL acts rightward on the vehicle body 100, the vehicle body 100 rolls at a counterclockwise roll angular velocity ω, and the steering angular velocity is steered to roll the vehicle body 100 clockwise. In other words, that is, when the vehicle is steered while turning, only the value of the roll angular velocity ω is negative, and the adding unit 44 subtracts the value obtained by multiplying the roll angular velocity ω by the gain K4. It will be. In this case, since the roll is controlled by the actual lateral acceleration GL and the initial roll is suppressed by the steering angular velocity, consideration is given to reducing the roll angular velocity ω. It is possible to prevent an increase in roll length that occurs when the roll direction and the lateral acceleration direction are opposite. Further, even after turning, roll damping is taken into consideration, initial roll is also prevented, and rolls that are delayed from the actual lateral acceleration GL after turning are also roll-suppressed based on the actual lateral acceleration GL. There is no negative effect of insufficient roll suppression that occurs after turning.

  Further, when the vehicle is yawing by receiving a crosswind while traveling straight, for example, the actual lateral acceleration GL acts on the vehicle body 100 in the right direction in FIG. 3, the vehicle body 100 rolls at a counterclockwise roll angular velocity ω, and the steering wheel When the steering angular velocity is zero while the neutral angular state is maintained, the steering angular velocity is zero, the actual lateral acceleration GL takes a positive value, and the roll angular velocity ω has a negative value, the adding unit 44 Then, a value obtained by multiplying the roll angular velocity ω by the gain K4 is subtracted from the actual lateral acceleration GL. And in this case, in this case, the roll in the clockwise direction is suppressed by the actual lateral acceleration GL that is delayed with respect to the occurrence of the roll, and the roll generated by the cross wind is suppressed by roll damping that reduces the roll angular velocity ω. It is possible to prevent an increase in roll length that occurs when the roll direction and the direction of the lateral acceleration in the case of receiving a cross wind are opposite. In addition, in the conventional control device, the detected lateral acceleration detected by the lateral acceleration sensor is too low under the above circumstances, and in some cases, the direction of the actual lateral acceleration GL is recognized as the reverse direction. When turning to a surrounding roll, the roll is insufficiently restrained and the roll is lengthened. In this apparatus, the roll is restrained by the actual lateral acceleration GL obtained by separating the detected lateral acceleration from the roll angular acceleration φ. Therefore, even if the direction of the roll changes, the roll can be appropriately suppressed.

  That is, even if the rolling direction of the vehicle body 100 and the direction of the actual lateral acceleration GL are reversed as described above, it is possible to prevent the roll from increasing, so that the driver is not discomforted at the same time. The posture of the vehicle body 100 can be stabilized. There is a risk of making it.

  Therefore, the control performance in the vehicle roll control can be improved, and the ride comfort that can be placed on the vehicle can be dramatically improved.

  In the roll control, roll damping can be performed by incorporating the roll angular velocity ω into the calculation. However, since the roll frequency can be determined from the roll angular velocity ω, control using the roll angular velocity ω as feedback is possible. Thus, the natural frequency of the roll can be changed. This means that when the vibration input due to external force is in the resonance frequency region of the roll, it is possible to change the resonance frequency of the roll, and can prevent the roll vibration from being amplified, The ride comfort in the vehicle can be further improved, and at the same time, the posture of the vehicle can be further stabilized.

  Even if the roll control is performed based on only the actual lateral acceleration GL, as described above, it is possible to prevent the roll from being increased after turning or after receiving a side wind. Since the direction of the acceleration φ can also be grasped, by setting an appropriate gain for multiplying the actual lateral acceleration GL according to the direction of the roll angular acceleration φ and the direction of the actual lateral acceleration GL, It is possible to prevent not only the roll after receiving the cross wind but also the roll increase at the time of turning.

  Further, not only the roll angular velocity ω but also the calculation means Cu is provided with an integration unit for integrating the roll angular velocity ω so that the roll angle α is calculated. If the roll angle α is also taken into the pressure calculation, the roll angle α is fed back. Roll control is possible. That is, in this case, as in the case of feeding back the roll angular velocity ω, the roll frequency can be grasped, so that the roll vibration can be prevented from being amplified and the riding comfort in the vehicle can be further improved. At the same time, the posture of the vehicle can be further stabilized.

  By the way, in the roll control device R in the present embodiment, when the vehicle returns to the normal state such as straight running again after turning, the lateral acceleration detected by each lateral acceleration sensor 21, 22 becomes zero, Since the steering amount detected by the steering angle sensor 23 is also zero, the pressure control valve 17 is switched to the original switching position, the stabilizers 1f and 1r are in the free state as described above, and the hydraulic source 16 is also in the unloaded state. It becomes.

  If an abnormal situation occurs in the control, the fail safe valve 18 takes the shut-off position by cutting off the energization to the solenoid of the fail safe valve 18, and therefore the ports 10f and 10r of the actuators 2f and 2r. , 11f, 11r are blocked by the fail-safe valve 18, and at least the stabilizers 1f, 1r perform a normal action to suppress the roll of the vehicle body 100.

  At the same time, the hydraulic pressure source 16 is also held in an unloaded state by the fail safe valve 18, and the fail safe effect is achieved as well as energy saving.

  By the way, in the above description, the actuator is a rotary actuator, but although not shown in the figure, each of the stabilizers provided on the front and rear wheels of the vehicle is provided with, for example, a cylinder type having two opposing pressure chambers. Of course, an actuator may be connected.

  This is the end of the description of the embodiment of the present invention. However, since the present embodiment is an example, the scope of the present invention is not limited to the details shown or described. .

It is a figure which shows the stabilizer control apparatus with which the apparatus in one Embodiment was embodied. It is a control block diagram in the apparatus of one embodiment. It is an arrangement plan of detection means in the device of one embodiment. It is a figure which shows the calculating means in the apparatus of one Embodiment. It is a figure which shows the attachment position of a lateral acceleration sensor. It is a figure which shows the attachment position of a lateral acceleration sensor. It is a figure which shows the attachment position of a lateral acceleration sensor.

Explanation of symbols

1f, 1r Stabilizer 2f, 2r Actuator 10f, 10r, 11f, 11r Ports 12a, 12b, 12c, 12d, 12e, 12f Pipe 13 Hydraulic circuit 14 Hydraulic pump 15 Reservoir 16 Hydraulic source 17 Pressure control valve 18 Fail safe valve 19 Control Device 20 Controller 21, 22 Lateral acceleration sensor as detection means 23 Steering angle sensor 31, 32, 33 A / D converter 34, 35, 36, 41, 43, 45 Multiplier 37, 44 Adder 40 Integrator 42 Differentiator 46 D / A converter 47 Drive circuit 100 Car body 101 Bulk head 102, 103 A pillar 104 Frame 105 Front grill 106 Radiator 110 Engine room 111 Car compartment A, B Control port C Roll center Cu Calculation means

Claims (21)

A plurality of detection means for detecting the lateral acceleration of the vehicle body at any plurality of locations of the vehicle body, and from the detection results of the plurality of detection means, an actual lateral acceleration acting on the vehicle body by centrifugal force, and a roll angular acceleration, An apparatus comprising a calculation means for performing a separation calculation. A plurality of detection means for detecting a lateral acceleration of the vehicle body at arbitrary positions at different distances from at least a roll center of the vehicle body, and an actual lateral acceleration acting on the vehicle body by a centrifugal force from the detection results of the plurality of detection means; And an arithmetic means for separating and calculating the roll angular acceleration. The apparatus according to claim 1 or 2, wherein the calculating means calculates a roll angular velocity and / or a roll angle. 4. The detection position of the lateral acceleration of the vehicle body in one detection means and the detection position of the lateral acceleration of the vehicle body in the other detection means are shifted vertically with respect to the vehicle body. The device described in 1. 5. The apparatus according to claim 4, wherein the detection position of the lateral acceleration of the vehicle body in at least one detection means and the detection position of the lateral acceleration of the vehicle body in the other detection means are shifted from each other by 250 mm or more with respect to the vehicle body. . The apparatus according to any one of claims 1 to 5, wherein the detection position of the lateral acceleration of the vehicle body in all detection means is in a plane that divides the vehicle body in the front-rear direction or in a substantially plane. The apparatus according to any one of claims 1 to 6, wherein the detection position of the lateral acceleration of the vehicle body in all detection means is in a plane including the roll center or substantially in a plane. The apparatus according to any one of claims 1 to 7, wherein at least two detection means are provided in a bulkhead that divides an engine room and a vehicle compartment in a vehicle. The apparatus according to any one of claims 1 to 7, wherein at least one detection means is provided in a frame connecting the left and right A pillars in the vehicle. 8. The apparatus according to claim 1, wherein at least two detection means are provided between a front grill and a radiator in the vehicle. Provided with a stabilizer device that can adjust the torsional force of the stabilizer by driving the front and rear wheel side actuators respectively connected to the front and rear wheel stabilizers. The apparatus in any one of Claim 1 to 10 which controls the roll in. The apparatus according to claim 11, wherein a roll in the vehicle body is controlled by adjusting a torsional force of a stabilizer based on a value of an actual lateral acceleration acting on the vehicle body due to a centrifugal force and a roll angular velocity value. The apparatus according to claim 11 or 12, wherein the roll in the vehicle body is damped based on the value of the roll angular velocity of the vehicle body. The apparatus according to claim 11, wherein the roll in the vehicle body is controlled by using a roll angular velocity or a roll angle value as feedback. A step of detecting a lateral acceleration of the vehicle body at an arbitrary plurality of locations of the vehicle body, and a calculation step of separately calculating an actual lateral acceleration acting on the vehicle body by a centrifugal force and a roll angular acceleration from the lateral accelerations of the plurality of locations. And calculating the actual lateral acceleration and roll angular acceleration of the vehicle body. A step of detecting a lateral acceleration of the vehicle body at an arbitrary plurality of positions at different distances from a roll center of the vehicle body, an actual lateral acceleration acting on the vehicle body by a centrifugal force, and a roll angular acceleration from the lateral accelerations of the plurality of positions; And calculating the actual lateral acceleration and roll angular acceleration of the vehicle body. The method according to claim 15 or 16, wherein an integration step of integrating the roll angular acceleration is included to calculate the roll angular velocity and / or the roll angle. Roll control is performed by adjusting the torsional force of the stabilizer device of the stabilizer device that can drive the front wheel side and rear wheel side actuators respectively connected to the front and rear wheel stabilizers to adjust the torsional force of the stabilizer based on the calculation result of the calculation step. 18. A method according to any one of claims 15 to 17. The method according to claim 18, wherein roll control is performed based on a step of multiplying a roll angular velocity value by a gain, and a value obtained in the step and a lateral acceleration value of the vehicle body. 20. A method according to claim 18 or 19, wherein the roll in the vehicle body is damped based on the value of the roll angular velocity. The method according to any one of claims 18 to 20, wherein a roll in the vehicle body is controlled by using a roll angular velocity or a roll angle value as feedback.

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